Gas or gasoline engine



3 Sheets-Sheet 2.

(No Model.)

B O VANDUZEN GAS 0R GASOLINE ENGINE. No. 448,386.

Patented Mar. 17, 1891.-

(No Model.) '3 Sheets -Sheet a.

B. 0. VANDUZEN. V GAS OR GASOLINE ENGINE.

No. 448,386. Patented Mar. 17, 1891.

UNiTn *ra rns amnrrr rrrca.

BENJAMIN O. VANDUZEN, OF \VINTON PLACE, OHIO, ASSIGNOR OF ONE- HALF TO EZRA \V. VANDUZEN, OF NElVPORT, KENTUCKY.

GAS OR GASOLINE ENGiNE.

SPECIFICATION forming part of Letters Patent NO. 448,386, dated March 17, 1891.

Application filed February 1, 1890. Serial No. 338,901. (No model.)

ments in Gas and Gasoline Engines, of which the following is a specification.

- said pipe to the carburetor.

The various features of my invention and the several advantages resulting from their use, conjointly or otherwise, will be apparent from the following specification and claims.

In the accompanying drawings, making part of this specification, and to which reference is hereby made, Figure 1, Sheet 1, is a side elevation of an engine embodying my improvements. Fig. 2, Sheet 2, is a vertical longitudinal section of the said engine, the section being taken at the dotted line 2 2 of Fig. 3. Fig. 3, Sheet 3, is a vertical transverse section taken at the dotted line 3 3 of Fig. 1, that face of the section which is at the right hand in Fig. 1 being the one shown.

The mechanism which is within the bed-plate is omitted from this sectional view. Fig. 4, Sheet 3, is acentral vertical longitudinal section of the valves and gas-lighting device. This section is taken in the plane passing through the dotted lines 4 iof Fig. Fig. 5, Sheet 1, is a vertical section of the carburetor of said engine, the plane of the section being at right angles to the vertical longitudinal plane of the bed-plate of the engine. The carburetor is here shown on an enlarged scale. Fig. 6, Sheet 1, is a horizontal section taken at the line 6 6 of Fig. 5, the spectator looking down at the lower face of said section. Fig. 7, Sheet 1, is a top view of said carburetor and of its gasoline-supply pipe and of the cock controlling the admission of gasoline through Fig. 8, Sheet 3,

r is a vertical central section of the preferred description of burner employed to heat the tube for igniting the gas in my engine, said figure being on an enlarged scale. Fig.9, Sheet 3, is a front end view of the adjacent end of the valve-stem and of the stud lifted by the eccentric and employed to operate the -valve-stem, and also showing in dotted lines the position of the valve-stem when moved out of working contact with said stud by the governor. Fig. 10, Sheet 2, is a top view of the hinged pieces lifted by one of the cams, and which pieces respectively operate their respective valve stems, hereinafter mentioned. Fig. ll, Sheet 2, is a front end View of the piece which lifts the stem of theignitorvalve, and also showing the cam-roller of said piece and also the lower end of the said valvestem. Fig. 12, Sheet 2, is a top view of the device shown in Fig. 11 and showing the camroller by dotted lines and showing in cross horizontal section the lug whereby the said device is supported. Fig. 13, Sheet 2, is an elevation of that side of the device shown in Fig. 11, which is on the right hand in Fig. 3. Fig. 14, Sheet 2, shows in side elevation the cam for operating the inlet and discharge valves and also the cam for operating the valve of the ignitor. Fig. 15, Sheet 3, is a top view of a convenient device for holding the valve-stem, whereby gas is fed to the en gine in contact with the lifting-stud, insuring the operation of said valve and the admission of gas to the engine when the latter is started.

A suitable bed or frame-work A supports the machine. The preferred form of this bedplate consists of sides A A, ends A A and top A provided with opening A to receive the lower end of the cylinder, and with opening A to allow the crank and pitnian to operate through it. The top is further provided with a depression A, in which are the lower portions of the eccentrics or valve-trippers.

Each end A of the frame A is provided with an opening A and through the latter the mechanism within said frame can be reached. These openings A' A are preferably closed by suitable doors A one of which is shown covering the opening A in that end of the frame A. which is on the right hand in Figs. 1 and The bottom edges of the frame A are provided with flanges A for rendering the frame stronger and more stable.

B represents the vertical cylinder in which the gas is exploded. This cylinder contains a piston 13, suitably packed, preferably as shown, by rings B of cast-iron.

13 13. are springs or oil-fingers, whose upper ends are attached to the piston-head and move with it. The lower or free ends of these oil-fingers press against the inside of the cylinder B and distribute over it the oil lifted by said fingers from the annular oilchamber B below the cylinder. This oilchamber B surrounds the pitman and the oil-fingers B dip into the oil it contains at each depression of the piston.

A recess B located in the lower side .of the piston, receives the upper end of the pitman oscillates on a pivotal fulcrum D the ends of said fulcrum being supported in journalbearings D upheld by the frame-work A. The other end of the walking-beam D is pivotally connected at D to the lower end of a second pitman E. The upper end of this pitman E is pivotally connected to the free end of the crank I The crank-shaft F is supported in journal-bearings F supported on pillow-blocks resting on and bolted or otherwise suitably secured to the frame A. This shaft F carries the pulley or gear, whereby the power generated by the engine is communicated to the mechanism which it is desired to thereby operate. On this shaft F ispreferably fixed, as shown, the fly or momentum wheel F for carrying the crank F past its dead-centers and also for rendering the action of the engine uniform.

The valve G for controlling the inflow of gas into the cylinder B and for enabling the gas to be properly mixed with airis shown in section at the left hand in Fig. 4. The valve H for controlling the outflow of the volatile products of combustion after the gas has been burned in the cylinder 13 is shown in section at the right hand in Fig. 4. The construction of this valve G is fully set forth in an applicationfor a patent therefor filed Fe bruary 2,1888, and bearing the serial number 262,812. A brief description of said valve will here suffice, viz: The valve-seat G is provided with oblique passage-ways G which latter convey gas from a conduit G to the surface of the valve-seat. This conduit G is preferably annular and surrounds an inlet or passage-way Gr of the valve. This passage G is connected with the outer air by means of the conduit L. The stem G of the valve slides through and is supported by the cylindrical bearing G. Thence the valve-stem G extends upward and terminates at the valvepiece G to which latter it is attached.

The gas-chamber G receives gas from the gas-supply pipe G. The gas supplied thereto will usually be that received from the gasmain or equivalent source. As the valve G lifts, this gas passes up through the oblique passages G2 to the surface of the valve-seat. At the same time air passes through the inlet passage-way G and meeting with the said gas at the valve-seat mixes therewith. The gas thus mixed with air enters the conduit I and passes to the cylinder B.

The exhaustvalve H consists of a valveseat H and a valve-piece H supported on a stem H sliding through and supported by a cylindrical bearing H. The opening in the valve-seat communicates with. the conduit I above and with the exhaust passage-way ll below, the latter communicating through opening H with the open air or with a suitable exhaust-pipe.

The lighterthat is to say, the device for igniting the gas in the cylinder B, and thereby operating the piston of said cylinder in the manner hereinafter set forth-is as follows: J is a valve, constructed substantially as follows; J is the valve-seat, and J indi cates the valve-piece which rests on said seat. The valve-piece J 6 is supported by a stem J and the latter slides in and is steadied by a cylindrical support J The lower end of this support J is preferably provided with a stuffing-box J located around the stem J For compactness of construction the valve-support J passes through the conduit 1; but it occupies onlyaportion of the width of this conduit, and offers nosensible obstruction to the passage of the gas through conduit I from the valve G to the cylinder B. The space J above valve J is, when the valve-piece J lifts, connected to conduit I by the passages J J opening at one end into the conduit I and at the other into the space left vacant as the valve J lifts, and which latter space then connects the openings J with the space J K indicates a vertical cylinder, located above valve J, and, preferably, for convenience, secured to the upper part of the shell of conduit I by means' of flanges on said cylinder bolted to said shell. Through this cylinder K passes a vertical pipe K, the latter occupying the center of this cylinder. The lower end of this pipe K communicates with the space J above valve J, and the upper portion of said pipe is projected beyond the upper end of cylinder K and terminates in the hollow sphere K This sphere has a small opening K in its upper extremity for allowing the bad gasviz., the dead or consumed gas, otherwise known as the volatile products of combustion, generated in the space J when gas is ignited therein by the red-hot pipe Kto escape through said pipe K into the outer air. This bad gas escapes from the space J 7 when the valve J 6 is raised, for the reason that when the valve J is elevated the good gas from conduit I is forced into the space J and expels the bad gas therein through opening K At the same time the good gas present in said space J T is ignited by the red-hot pipe K, and lights the gas in conduit I, first lighting the gas in the space at the side of and below the lifted valve J The gas thus lighted in this space lights the gas in passages J and this in turn lights the gas in the cylinder B over the piston B.

Against the interior of the cylinder K, immediately abovethe point where the pipe K enters into it, is located an inner lining K of a non-heating conducting material, preferably of asbestus. This lining performs the office of preventing the pipe K from burning out, and also concentrates the heat of the burner upon the lighting-tube K, thereby assisting in keeping it red-hot. This burner will now be described. Into the space K of the cylinder K the free end of the gas-pipe K enters. This pipe receives gas from a suitable source, preferably from the same source as does the gas-supply pipe G". The inflow of gas through pipe K is controlled by a suitable cock K (See Fig. 4..) The pipe is supported in any desired mannerfor example, by a vertical rod K fixed to the top of the shell of gasconduit 1. Combined with this pipe is a Bunsen burner, of which K3 is a diaphragm in pipe K". This diaphragm is centrally pierced by a fine opening K, through which a stream of gas passes. This stream of gas is ignited at that end of the pipe K which is adjacent to the space K Openings K in the pipe K to the right of the diaphragmviz., on the flame side of the latterconnect the interior of the pipe with the outer air. Oxygen from the outer air is thereby supplied to the burner to feed the combustion. The amount'of air (and consequently the amount of oxygen) supplied to the burner is regulated by the screw-ring K which latter can by rotation be advanced over the openings K to a greater or less degree, as desired, and thus diminish at will their size as regards the inflow of air to the burner. Air is further supplied to the space K into which the flame of the burnerenters, by means of the annular opening K in pipe K which last-named pipe the pipe K enters. Thus the flame is fully supplied with oxygen. By this flame that part of the pipe K which is opposite to the pipe K is heated to a red heat. The passage of gas through gas-pipe G" into the gas-engine is controlled by a suitable valve, as G, located between the gaspipe G and the gas-supply pipe G, from which the gas is supplied from the gas-main or equivalent source.

W hen gasoline is to be employed to operate my engine, it must first be converted into gas. Such conversion is preferably accomplished by a novel and useful carburetor of my own invention, one especially adapted for use in connection with gas engines. This carburetor is constructed as follows, viz: L indicates a hollow cylinder, the interior space of which is near the bottom of the said cylinder connected to the conduit L, the latter being connected at its other end, as specified, with the space G below the valve G. In other words, the preferred connection of this carburetor to the inletvalve G is through the conduit L. When this carburetor is employed and connected to the inlet-pipe L, then the inlet gas-pipe G G will be closed bythe cock G or other suitable means. lVithin cylinder L and concentric therewith is a smaller pipe L The lower end of this pipe L passes through the bottom of cylinder L, and the interior of said pipe L there communicates with the outer air. This pipe L is held in position within cylinder L by any suitable means, the preferred means being those shownviz., the flange L of the bottom of the cylinderL. This flange L extends downwardly from and below the bottom of cylinder L, and embraces pipe L and holds the latter firmly in its upright position. The space in cylinder L around pipe L has no direct communication with the outside airv except at the top of pipe L as is now to be specified. The top of pipe L is located some distance below the top of cylinder L, and it is covered by a valve L at all times, except when this valve lifts. The valve 1L has a valve-stem L which passes into the extension L of the valve-chamber L This extension L is screwed into the upper end or head of cylinder L. The valve-stem L abuts against the lower end of the stern L of a valve L also located in said extension L. The valve L has a seat at the upper end of the extension L in chamber L The entire length of the valve-stem L and the stem of valve L is such that the valve L is at rest on the top of pipe L" at the same time that the valve L is seated on the seat of extension L. The periphery of the valve L is provided with vertical groovesL and these connect with vertical grooves L", located in the stem L of valve L and connected to like grooves L of the valve-stem L These grooves L L connect the space L above the valve L with the interior space of cylinder L. A suitable gasoline-inlet pipe L communicates with said space L overthe valve L". The flow of gasoline through this inlet-pipe L is controlled by a suitable cock, as L The interior annular space in cylinder L is in part 00- cupied' by layers or divisions L of fine gauzewire for subdividing the gasoline passing through them into minute subdivisions, and thereby enabling the air to come into contact with a v ry large surface of said gasoline, and thereby more fully and extensively carburet the said air.

At this stage of the specification I will describe the operation of the carburetor. Each time the inlet-valve G is raised it allows gas to be drawn into the cylinder 1), and the simultaneous depression of piston B creates a partial vacuum in the pipe L. A suction is thereby created in said pipe L. The-external air in said pipe L then lifts valve L and also valve L The gasoline in space L runs down through grooves L and between the valve L and its valve-seat and through the grooves L into cylinder L. The passage of this gasoline through said grooves into cylinder B is immediately hastened by the suction created in pipe L and in cylinder L, heretofore mentioned. This gasoline thus entering cylinder L falls upon the valve L and runs down the inclined top of the latter and falls over its peripheral edge. As ithere falls over said edge of this lifted valve L it is forcibly commingled with the air which rushes into cylinder L out of pipe L directly beneath this edge of said valve L This commingled air and gas is rapidly carried through the gauze rings L thereby still further commingling the gasoline and the air therein. The vapor consisting of the air thus enriched or carbureted by the vapor from the gasoline passes in to pipe L and finds its way through valve G and conduit I into the cylinder B. In this Waygas is manufactured on the spot in quantities sufficient and of the quality necessary to properly supply the wants of the gas-engine.

hen the engine is supplied from a carburetor, the burner K K K of the ignitorvalve is supplied with gasoline and feeds itself in any of the well-known modes.

The means for operating and controlling the movement of said valves G, J, and H are as follows: On the valve-stem G below the valve-chamber of valve G is a spring N, and below the spring is a nut N. The spring N is compressed between the valve-chamber and this nut N. By screwing the nut N nearer to or farther from the valve-chamber the degree in which the spring is compressed is increased or diminished. A set-nut N locks the nut .L after the latter has been located at the desired place on the valve-stem. This spring N operates to seat the valve G at all times when the latter is not raised by the valvelifter, soon to be described. This spring also performs the important office of resisting the tendency of the valve to lift when a vacuum is formed in the conduit I by the downward movement of the piston B in cylinder B. The stem J is provided with a spring N and nuts N N operating to keep the valve J seated whenever the latter is not lifted by cam T. The pressure of gas in the cylinder B when compressed bythe upward movement of the piston 13 has a tendency to lift the valve, and this spring resists this tendency to lift said valve. The stem H is also provided with a spring N and nuts N N for the purpose of keeping valve G seated when not lifted by its valve-lifter. This valve H has a tendency to lift for the same reason that valve G does.

Various means for lifting the valves G, J, and H aforementioned maybe employed. The preferred means of my invention are as follows: A shaft P is journaled on a bearing P, connected to the frame-work A, and carries cam R, having an elongated working-surface. This cam operates valve G as follows: The

valve-stem of said valve rests upon a stud -G fixed in a lifter G hinged at one end to pivot R and carrying at its free end the roller G the latter resting against the periphery of the cam R. The revolution of the cam Rbrings its working-surface B into contact with roller G and lifts the latter, and with it lifts the lifter G and valve-stem G The pivot R is upheld by upright R fixed to the bearing P, in turn fixed to the bed or frame A. The valve-stem H is operated by lifter H hinged at one end to pivot-rod R and carrying at its free end the roller H resting upon the periphery of the said eccentrio R. The working-surface R of this eccentric R, as the latter rotates, comes in contact with roller H and lifts it and lifter H and valve-stem H thereby operating valve H.

The means for operating the ignitor-valve are as follows, viz: One end of a lifter J is pivotally suspended at J to a fixed stud J or equivalent portion of the engine. This stud J 6 is in the present instance fixed to the piece S, fixed to the side of the cylinder B. Arms S S fixed to said piece S, project horizontally under the valves, and through these arms pass and slide the valve-stems G J and H These arms steady the valve-stems, and with the exception of valve-stem G in the instance hereinafter mentioned prevent the stems from any lateral deflection. The lifter J has a portion J extending to one side of the main portion of the said lifter, and it is this portion J 7 which comes directly beneath the bottom of the valve-stem J The lifter J also carries a roller J which latter rests upon the cam T, fixed on said shaft P and having a working surface or point T. As the cam T turns around, the point T lifts roller J and the latter lifts the lifter J, and thereby elevates the stem J 3 and its valve J. It is desirable that the engine itself limit the supply of gas fed to it in order that it may not run at a higher rate of speed than'is desired, and also that it may retain a uniform rate of speed in spite of the different amounts of Work placed upon it at different times. according to the various exigencies and demands of the machine-shop, railroad-car, or other mechanism it is employed to opera e.

The supply of gas can be regulated by a governor in connection with any of the wellknown means. I prefer to employ in connection with the governor a device of my invention, at once novel, useful, and, on account of its simplicity, economy, and certainty of action, superior for my purposes to those now in use. This novel device will be described in connection with the governor. V indicates thegovernor, of the usual form, fixed to a suitable support, and preferably fixed as shown to the upperpart of the bearing P. The lower portion of the vertical reciprocating shaft of the governor is connected by a connection V to the end of an arm of a right-angled lever, whose upper arm is at its free end connected to one end of the coupling-rod V by dotted lines in Fig. 3.

stud (l against the stem The other end of this coupling-rod V is connected to the stem G The opening in thebar S 'which receives the stem G is wider in the direction of the length of the couplingrod V than the thickness of the stemviz as shown The opening in the bar S which receives the stem G5 is also widened sufficiently to allow the stem to oscillate the full length of said opening or slot in bar S The-width of the said openings in bars S and S is, however, only sufflcient to admit said stem G, thereby preventing the said stem from lateral oscillation to and from the cylinderB. When the engine is working at its normal speed, the lower end of stem G rests upon the stud G of the lifter G and the engine then takes a fresh supply of gas at every revolution of the cam; but when the engine is running faster than its normal rate of speed the balls of the governor lift so that the vertical rod thereof is depressed, and such depression works the lever V and advances the coupling-rod away from the stem G and consequently pulls stem G5 toward the left side of the engine when viewed as in Fig. 3, and off from the stud G lVhen the stem G5 is thus held, the lifter G will rise and fall without having operated the valve-stem G and valve G, because the stud G will pass by the end of stem G and miss it. As soon as the speed of the engine has diminished to its normal rate,the balls of the governor will drop and the end of stem G5 will be brought again over the stud G and the valve G will be again operated and the engine again regularly take a fresh supply of gas until the speed rises above the normal, when the foregoing operations of the governor-lever V and stem G willbe repeated. Thus the engine is easily kept running ata uniform and desirable rate of speed. hen the engine is not working, the balls of the governor will fall and the stem G will be thrown out of contact with the stud G on the left-hand side of said stud G hen theengine is to be started, it is necessary that the stem G be compelled to engage the stud G until the engine shall get into operation, and the governor shall take care of the stem G, as aforementioned. For this purpose I employ a hook or equivalent detent G (see Fig. 15,) pivoted 011 the bar S. Before starting the engine the stem G is moved directly over stem G so as to directly impinge thereon. The hook G is now hooked around the stem G, as shown in said Fig. 15, and the enginestarted. The hookthus keeps the stem G in working position over the stud G \Vhen the engine is fully started, the hook G is thrown off and the governor will regulate the necessary impingements of the Another position of such detent is shown by the dotted lines in said Fig. 15 below the figure in solid lines.

The manner in which my engine operates is in general as follows: Gas is first admitted through the supply-pipe into the space G" be low valve G and the engine started. The cam R moves up over from right to left, as indicated by the arrow marked thereon. The workingsurface R of said cam R now lifts roller G lifter G stud G stem G, and valve G, thereby admitting fresh gas into the conduit I and to the upper end of the cylinder B. At the same time the piston B is descending and the fresh gas admitted through valve G fills the enlarging space in the cylinder B above piston B as the latter descends. At. the time the piston 13 has reached the lowest point of its stroke the working-surface R of cam R will be just leaving the roller G and consequently the latter will descend and valve G will close. As the engine continues to operate, the piston B rises and compresses the gas in the cylinder until it (the piston) reaches the upward point of its stroke, and then the working point T of the cam T has reached the roller J and, lifting the latter, thereby lifts lifter J, stem J and lifts the valve-piece J G of the ignitor-valve. The fresh gas in the conduit I rushes up past the valve-piece J and coming into contact with the red-hot pipe K is lighted, and instantaneously burns backward into conduit I and cylinder B. Thus in an instant the gas in the cylinder 13 over the piston B having been lighted, a great expansion of gas liberated by the combustion of the aforementioned gas takes place,

and with force drives the piston downward.

The ignitor-valve J after said ignition of gas immediately closes as the point T of the cam T immediately leaves the roller J As the engine continues to operate and the piston begins again to rise, the working-surface R of the cam R reaches the roller II and lifts the latter, thereby lifting lifter 1-1 stem II, and the exhaust-valve piece 11*. The exhaustvalve II thusbeing opened, the volatile products arising from the consumed gas will pass out of said exhaust-valve. The working-surface R of the cam B does not leave the roller H until the piston has reached the uppermost point of its stroke. The piston thus forces all of the volatile products of combustion remaining in the cylinder out of the exhaust. Thus nearly all of the said volatile products of combustion are thereby passed out of the cylinder 13 and conduit I. The working-surface R of cam R nowleaves roller I 1 whereupon the exhaust-valve H immediately closes. The working-surface R of cam R next immediately lifts roller G again and admits fresh gas to the oonduitlland cylinder B. The foregoing operations are continually repeated, and thus the engine is operated. It will thus be observed that the cylinder takes gas at every other downward stroke and exhausts at every other upward stroke.

As is obvious from an inspection of the drawings,the shaft Pis operated by the train of gear-wheels \V V IN. The gear-wheel W is fixed on the shaft P and engages the gear of this water-jacket. be attached to a tank or other suitable con- NY' on axis X, journaled in a bearing fixed to the frame, as shown by dotted lines in Fig. 1. This gear W in turn engages the gearwheel \V, fixed to and rotated by the crankshaft F. The relative size of the wheels is proportioned as shown.

It maybe here remarked that at the second elevation of the ignitor-valve piece J and at each subsequent elevation thereof the bad gasviz., the volatile products of combustion in the chamber or space J is driven up and out of the said chamber and through pipe K and opening K of sphere K by the fresh gas rushing from the conduit I past the lifted valve-piece J and into said space J so as to turn the cams R and T relatively to the strokes of piston B, as hereinbefore described. Any other train of gear-wheels or pulleys or equivalent mechanism suitable for thus rotating the cams aforementioned may be employed. The governor is also to be operated by any suitable mechanism. In the present illustrative instance the governor is rotated by a pinion \V meshing with the gear W the shaft WV, turned by said'pinion, directly operating the mechanism of the governor in the usual well-known manner and substantially as shown.

\Vhen carbureted air is to be supplied to the machine, and a carburetor, as heretofore mentioned, is employed, a valuable saving of gasoline is effected from the fact that my engine draws just that amount of such gasoline needed for the operation of the engine, and no more. The governor thus automatically (by means of the valve G) causes to bedrawn from the carburetor just the amount of carbureted air sufficient to operate the engine and keep it running at a uniform rate of speed. The valve L raises and lets down the gasoline whenever the governor deter mines such action shall take place. The purpose of the valve L is to operate the valve L The cock L regulates theinflow of gasoline to the space L and keeps the space supplied with gasoline, so that the valve L may let down all of the gasoline necessary for the operation of the engine.

The conduitI and the upper part of the cylinder is kept hot when the engine is running. In this way the engine can use carbureted air, as the latter, when it enters the conduit 1, is thereby kept in a gaseous form. \Vere the cond uit I and the upper part of the cylinder kept cool the carbureted air or gas would under the pressure present therein be condensed and liquid gasoline be formed in the said conduit I, and the engine would no longer operate.

A suitable water-jacket Z surrounds the cylinder as far up as the upper surface of the piston travels therein. An inlet-pipe Z communicates with the lower part of the space of this water-jacket, and an exit-pipe Z communicates with the upper portion of the space These pipes Z Z may ceases duits or vessels, so as to obtain a necessary circulation of water around said cylinder to keep the latter cool enough to allow the lubrication of said cylinder with oil.

While the variousfeatures of myinvention are preferably employed together, one or more of said features may be employed without the remainder, and in so far as applicable one or more of said features may be used in connection with gas-engines other than the one herein specifically described.

\Vhat Iclaim as new and of myinvention, and desire to secure by Letters Patent, is

1. In a gas-engine, the combination of the inlet-valve G, exhaust-valve H, conduit I, and ignitor-valve J, having passage-way J 8 below the valve and communicating with conduit I and space J above the valve, connected, when the valve-piece J 6 is elevated, with the said passage-way J tube K,-located above space J pipe K in contact with the said space J and passing through space K of the burner, and sphere K communicating with pipe K and also having aperture K allowing egress of the gas within into the outer air, substantially as and for the purposes specified.

2. In a gas-engine, the combination of the inlet-valve G, exhaust-valve H, conduit I, said inlet-valve and exhaust-valve opening intosaid conduit, ignitor valve J, having passage-way J below the valve and communicating with conduit I, space J 7 above the valve, connected, when the valve-piece J is elevated, with the said passage-way J tube K, located above the space J and pipe K in contact with the said space J and passing through space K of the burner, the tube K having the annular lining of non-heat-conducting material surrounding the pipe K above said bu rner-space K substantially as and for the purposes specified.

3. The combination, with a gas-engine and with the supply-pipe leading thereto, of acarburetor having an air-pipe opening upwardly therein, a gravity-valve covering said pipe and lifted by the suction in the engine supply-pipe, and an oil-valve engaging the air-valve and lifted thereby to pass oil to the surface of the air-valve, whence it is distributed by the aircurrent, all substantially as described.

4. In a gas-engine having a governor and an air and gas supply pipe, a carburetor communicating with said supply-pipe, a feeding valve in said carburetor operated by the suction in the supply-pipe, and an air-controlling valve in the supply-pipe, itself controlled by the governor, wherebythe suction in the sup ply-pipe, and hence the carbureted supply, is controlled by the governor, substantially as described.

5. The combination, with a gas-engine and the supply-pipe thereof, of a carburetor communicating with said supply-pipe opening upwardly into said carburetor, a gravity airvalve covering said pipe and operated by suction in the engine-pipe, a liquid-controlling valve engaging said air-valve and operated thereby to feed liquid upon the surface of said air-valve, and carburetiug-rings in proximity to said air-valve, substantially as described.

63. The combination,with the suction-pipe of a gas-engine, of the carburetor having the delivery-pipe L, connected to said suctiou-pipe, and having the exterior shell L, interior tube or hollow cylinder L carbureting-rings L between said shell L and said cylinder L communicating with the outer air and provided with valve-piece L resting upon it, valve-stems I, and If, valve-piece L lifted by valve L spaces L L for the passage of oil past the valve-piece I. when the valve is lifted, space L above the valve-piece L and inlet-valve, substantially as and for the purposes specified.

7. In a gas-engine, a governor, and the gas supply valve G, swinging-valve stein G beneath the valve G, vertically-reciprooating stud G and lever V connected to the governor and to stem G, substantially as and for the purposes specified.

8. In a gas-engine, the inlet-valve G and its supporting-stem G the valve-lifter G, exhaust-valve II and its supporting-stem I1 valve-lifter I1 and the single cam R, having working-surface R for both valves, substantially as and for the purposes specified.

9. In a gas-engine, the inlet-valve G, its lifter G and exhaust-valve H and its lifter I1 the lifters hinged on the common pivot R and both engaging the same cam R whose shaft P is at right angles to the common plane passing through the valves, substantially as and for the purposes specified.

10. In a gas-engine, the inlet-valve G, its lifter (l and roller G and exhaust-valve H and its lifter H and roller [-1 the lifters hinged on the common pivot R and both engaging the same cam R Whose shaft P is at right angles to the common plane passingthe cylinder which is above the upper stroke of the piston and above the said upper part of the cylinder, the said gas-inlet valve be ing arranged for the admission of air and a volatilized hydrocarbon, the exhaust-valve located in conduit I between said gas-inlet valve and the working-cylinder, and an ignitor-valve located in said conduit I between the gas-inlet valve and the exhaust-valve, thereby heating those parts of conduit I through which the commingled unignited air and volatilized hydrocarbon pass on their way to the cylinder, thereby preventing any condensation of the carbureted air under pressure in said conduit and cylinder, substantially as and for the purposes specified.

13. In a gas-engine, the gas-inlet valve and conduit I, leading therefrom to that part of the cylinder which is above the upper stroke of the piston and above the said upper part of the cylinder, the said gas-inlet valve being arranged for the admission of air and a volatilized hydrocarbon, the exhaust-valve located in conduit I between said gas'inlet valve and the working-cylinder, and an ignitor-valve located in said conduit I between the gas-inlet valve and the exhaust-valve, thereby heating those parts of conduit I through which the commingled unignited air and volatilized hydrocarbon pass on their way to the cylinder, thereby preventing any condensation of the carbureted air under pressure in said conduit and cylinder, and the cylinder below the uppermost point therein reached by the piston being in contact with a Water-jacket Z for .keeping the lower portion of the cylinder wherein the piston plays at all times cool and in proper condition for lubrication with oil, substantially as and for the purposes specified.

14. A gas-engine having an inlet suctionpipe, in combination with a carbureting device consisting of the exterior s'nell L, gaseXit pipe L, connected thereto and to the said suction-pipe of the engine, air-inlet pipe controlled by valve L, valve L, inlet gasolinevalve L and means, substantially as herein set forth, for enabling said air-inlet valve L to operate said gasoline-inlet valve L substantially as and for the purposes specified.

BENJAMIN O. VANDUZEN.

Attest:

A. S. LUDLoW, K. SMITH. 

